International Journal of Advanced Engineering Research and Science (IJAERS)
https://dx.doi.org/10.22161/ijaers.4.3.23
Design and analysis of composite Leaf Spring for
light Weight Vehicle
D. Lydia Mahanthi1, C. Venkata Siva Murali2
1
PG. student, Mechanical Department, Sri Padmavathi Mahila Visvavidyalayam, Tirupati, India
2
Assistant Professor, Mechanical Department, Sri Padmavathi Mahila Visvavidyalayam, Tirupati, India
Abstract In recent year automobile industries are mostly
concentrating on weight reduction and in improving the
riding quality. To reduce vehicle weight, three techniques
have been studied rationalizing the body structure, utilizing
light weight materials for parts and decreasing the size of
the vehicles. In this approach by introducing composite
materials into automobile industries, which is having low
cost, high strength to weight ratio and excellent corrosive
resistance can fulfill the requirement. The suspension leaf
spring is one of the potential entities for weight reduction in
automobiles as it results in large unstrung mass. The
introduction of fiber reinforced plastics (FRP) is used to
reduce the weight of the product without any reduction on
load carrying capacity and spring rate. As the materials
high strain energy storage capacity and high strength-to-
weight ratio compared to steel, multi-leaf springs are being
replaced by mono-leaf FRP spring.FRP springs also have
excellent fatigue resistance and durability.
Keywords leaf spring, composites, CATIA, ANSYS,
suspension system.
I. INTRODUCTION
A suspension system is one having springs and other
devices that insulate the chassis of a vehicle from shocks
transmitted through the wheels.
The main components of the suspension system are:
Struts
Shock absorbers
Springs
Tires
The automobile chassis is mounted by the axles, not directly
but through some form of springs. This is done to isolate the
vehicle body from the road shocks which may be in the
form of bounce, pitch, roll or sway. These tendencies give
rise to an uncomfortable ride and also cause additional
stress in the automobile frame and body. All the part
performs the function of isolating the automobile from the
road shocks are collectively called a suspension system. It
www.ijaers.com
[Vol-4, Issue-3, Mar- 2017]
ISSN: 2349-6495(P) | 2456-1908(O)
also includes the spring device and various mountings. A
suspension system consists of a spring and a damper. The
energy of road shock causes the spring to oscillate. These
oscillations are restricted to a reasonable level by the
damper, which is more commonly called a shock absorber.
A spring is defined as an elastic body, whose function is to
distort when loaded and to recover its original shape when
the load is removed. The different types of springs are:
1. Helical springs
2. Conical and volute springs
3. Torsion and spiral springs
4. Leaf springs
5. Disc or Belleville springs
6. Special purpose spring
II. LEAF SPRING
The leaf spring is main element of the suspension system. It
can control for the wheels during acceleration, braking and
turning, general movement caused by the road undulations.
Leaf springs are designed in two methods: multi-leaf and
mono leaf. The multi-leaf spring is made of several steel
plates of different lengths stacked together. During normal
operation, the spring compresses to absorb road shock. The
leaf spring bends and slide on each other allowing
suspension movement. An example of a mono-leaf spring is
the tapered leaf spring. The leaf is thick in the middle and
tapers towards the two ends. Many of these leaf springs are
made of composite material, while others are made of steel.
In most cases leaf springs are used in pairs mounted
longitudinally (front and back). However, there is an
increasing number of vehicle manufacturers using single
transverse (side to side) mounted leaf spring.
Three types of leaf springs are:
1. Laminated or Multi-leaf springs.
2. Single or Mono-leaf springs.
3. Tapered leaf springs.
The third type of leaf spring is the combination of the above
two. The multi-leaf springs are commonly used in the
Page | 147
International Journal of Advanced Engineering Research and Science (IJAERS)
https://dx.doi.org/10.22161/ijaers.4.3.23
automobile suspension system at the rear side and are still
in use for commercial vehicles suspension system. It
consists of a number of steel strips or leaves placed on the
top of each other and then clamped together. The type of
application and load carried determines the length and
number of leaves. The top leaf is called as the main leaf and
the ends of the leaf are rolled to form the eye of the spring.
This is for attachment to the vehicle chassis or body. The
spring eye allows movement about the shackle and pin at
the rear.
[Vol-4, Issue-3, Mar- 2017]
ISSN: 2349-6495(P) | 2456-1908(O)
specific strength, stiffness, strong load carrying capacity
and fatigue characteristics, which enables structural design
to be more versatile.
Reinforcement provides strength and rigidity, helping to
support structural load. The matrix or binder (organic or
inorganic) maintains the position and orientation of the
reinforcement. The reinforcement may be platelets, particles
or fibers and are usually added to improve mechanical
properties such as stiffness, strength and toughness of the
matrix material.

III. DIFFERENT TYPES OF EYES USED IN V. PROPERTIES OF THE MATERIAL

LEAF SPRING Table.1: Properties of (65Si7) EN47 Steel leaf spring
Sr. Parameter Value
No.
1 Youngs Modulus E(MPa) 2.1*105
2 Poissons Ratio 0.266
3 Tensile Strength Ultimate(MPa) 1272
4 Tensile Yield Strength(MPa) 1158
5 Density(Kg/mm3) 7.86*10-6

Fig.1: Standard eye

Table.2: Properties of E-Glass/ Epoxy composite leaf
spring
Sr. Parameter Value
No.
1 Tensile Strength (MPa) 900
2 Compressive Strength (MPa) 450
3 Poissons Ratio 0.217
Fig.2: Reverse eye
4 Density (Kg/m3) 2.16*105
5 Flexural modulus (E) (MPa) 40000

Table.3: Properties of S-glass/ Epoxy composite leaf spring

Sr. Parameter Value
Fig.3: No eye No.
1 Tensile Strength(MPa) 4585
2 Poissons Ratio 0.22
3 Density (Kg/m3) 2480
4 Youngs Modulus (E) (MPa) 86900

Table.4: Properties of KEVLAR composite leaf spring

Sr. Parameter Value
Fig.4: Berlin eye No.
1 Tensile Strength(MPa) 3000
IV. COMPOSITES 2 Poissons Ratio 0.360
A composite is usually made up of at least two materials out 3 Density( Kg/m3) 1.44*103
of which one is the binding material, also called matrix and 4 Youngs Modulus (E) (MPa) 112000
the other is the reinforcement material .( fiber Kevlar and
whiskers) . The advantage of composite materials over
conventional materials stem largely from their higher
www.ijaers.com Page | 148
International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.23 ISSN: 2349-6495(P) | 2456-1908(O)
VI. DESIGN AND MODELING Modeling:
Design:
Table.5: Design parameters
Parameter Value
Length of master leaf spring 1200mm
Free Camber 200mm
Thickness 6mm
Width 50mm

Dimensions of the master leaf spring

Number of graduated leaves = 6
Ineffective length = 200 mm
Length of second leaf = 1150 mm Fig.5: leaf spring modeling
Length of third leaf = 1000 mm
Length of fourth leaf = 700 mm VII. PROCEDURE
Length of fifth leaf = 580 mm First create the key point 100 at origin, i.e. x, y, z = (0,
Length of sixth leaf = 430 mm 0, 0).
Length of seventh leaf = 300 mm Create another key point 200 at some arbitrary
This leaf spring is used in Ambassador Car. Material used distance in Z-direction, say x, y, z = (0, 0, 200).
for steel leaf spring is 55 Si 2 Mn90 steel. Join the above two key points 100 and 200 to get the
reference axis.
Design data: By using data from mathematical analysis Create the
Length of master leaf spring (2L1) = 1200mm key point1 with a distance of radius of curvature R1
Free camber (y) = 200mm in vertically down-ward direction, i.e. x, y, z = (0, -R1,
Thickness (t) = 6mm 0).
Width (b) = 50mm Similarly key points 2 and 3 correspond to R2, i.e. x,
Radius of curvature (R) = (L1)2/ 2y y, z = (0, -R2, 0) and key points 4 and 5 corresponds
= (600)2/ 2*200 to R3, i.e. x, y, z = (0, -R3, 0).
R = 900 mm Key point 20 corresponds to R11. i.e. x, y, z = (0, -
Modeling using CATIA: R11, 0).
CATIA is the worlds leading CAD/CAM/CAE software. Join the pair of key points sequentially as follows Key
This software gives you a broad range of integrated points 1 and 2, 2 and 3, 3 and 4...and 19 and 20.
solutions. CATIA is the digital product definition, Then line1 formed by the key points 1 and 2, line2
simulation and manufacturing tool of choice for leading formed by the key points 2 and 3 and line10 formed by
manufactures and have been for more than 20 years. Its the key points 19 and 20.
capabilities have been shaped around the needs of leading Extrude the above lines with respect to reference axis
edge companies across the aerospace, defense and stated in step3 as follows:
automotive, industrial equipment, energy and consumer Extrude line1 with an angle 1, will get area1
goods industry sectors.
Extrude line2 with an angle 2, will get
CATIA (Computer Aided Three-Dimensional Interactive
area2,and
Application) started as an in-house development in 1977 by
Extrude line10 with an angle 10, will get area10.
French aircraft manufacturer Avions Marcel Dassault, at
Extruding all the lines, the semi area of the spring
that time customer of the CAD/CAM CAD software to
without eye will form on XY- plane with significant
develop Dassault's Mirage fighter jet.
degeneracy.
CATIA provides a wide range of applications for tooling
To avoid degeneracy, extend the right side line of
design, for both generic tooling and mold & die. A rich
smallest area i.e. area 10 to some extent such that it
catalog of industry-standard components is provided to
cross the top most area i.e. area1.Now divide area by
automate tooling definition. Specific tools are also provided
line. For this, select the areas left to extended line1 and
to address the needs of mold tool injection designers.
divide with that line. Similarly, extend the right side
www.ijaers.com Page | 149
International Journal of Advanced Engineering Research and Science (IJAERS)
https://dx.doi.org/10.22161/ijaers.4.3.23
line of second smallest area i.e. area9 to some extent
such that it cross the top most area i.e. area1. Again
divide area by line. For this select the areas left to
extended line2 and divide with that line.
The above process is to be done up to extension of line
of area9 and divide area by extension line9.
Now perfect half area of leaf spring without eye will
form.
Eye construction:
Extend the right side line of top most area i.e.
area1 to the length equal to the radius of eye.
Delete lines only, so that key point of that line
will remain. Shift the origin to that key point.
Create another key point say some key point300
in Z-direction. Join the above two key points to
get reference axis to rotate the right side line of
area1. Extrude the line with respect to reference
axis to an angle 2750 to 2800. Delete all reference
lines. So, half area of leaf spring with eye is
formed.
To get the full area of the leaf spring. Shift the origin
to the top left most area key point i.e. key point1.
Reflect the entire area with respect to YZ plane.
To get the solid model of the leaf spring, extrude the
area by Z-offset to a length equal to the width of the
leaf spring.
To make a cylindrical hole at centre of the leaf spring
to provide bolting for all the leaves, so that all the
leaves are in perfect alignment: Create centre key
point of the leaf spring on the top view i.e. XY-plane,
by using key points between key points command.
Shift the origin to that key point. Choose the proper
work plane by using work plane Create a cylinder
along Z-axis in vertically downward direction.
Subtract the cylinder from the solid leaf spring. So that
leaf spring with hole to provide bolt will obtain. The
models are presented in the below figures.
www.ijaers.com
[Vol-4, Issue-3, Mar- 2017]
ISSN: 2349-6495(P) | 2456-1908(O)
Fig.6: leaf spring
VIII. ANALYSIS OF THE LEAF SPRING
ANSYS finite element analysis (FEA) is a computer based
numerical technique for calculating the strength and
behavior of engineering structures. It can be used to
calculate deflection, stress, vibration, buckling behavior and
many other phenomena. It can be used to analyze either
small or large-scale deflection under loading or applied
displacement. It can analyze elastic deformation, or
permanently bent out of shape plastic deformation. The
computer is required because of the astronomical number of
calculations needed to analyze a large structure. The power
and low cost of modern computers has made Finite Element
Analysis available to many disciplines and companies.
Methodology:
Finite element model is prepared on CAD geometry.
Hyper mesh software used to create mesh.
Hexahedral mesh done on leaf spring geometry.
Then deck is prepared
Deck preparation steps
1) Apply material properties.
2) Apply boundary conditions.
3) Apply load.
4) Export deck as *.inp file.
IX. MESHING
Fig.7: meshing
Page | 150
International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.23 ISSN: 2349-6495(P) | 2456-1908(O)
X. RESULTS
Analytical design and calculations of the composite leaf
spring are shown according to their varying loads. In this
project we are applying loads from 1000N to 4000N. Each
load is applied to the composite materials which are tested.
In each load the composite materials which we applied is
shown with total deformation and equivalent stresses of the
each composite material.
The results of the each material with the load of 1000N are Fig.10: Total deformation of EN47 steel
shown with the total deformation and equivalent stresses in
the below table.
Table.6: Details for load 1000N
Sr. Material Total Equivalent
No. Deformation, stresses
(mm) (MPa)
1 AL Si 6150 0.88264 65.804
Steel
2 Ti 6A14V 1.7218 65.732
Fig.11: Equivalent stress for EN47 steel
Alloy
3 65 Si7 EN47 0.86242 66.065
4 Carbon Epoxy 1.0231 66.023
5 EN47 Steel 0.90604 66.227
6 Kevlar 1.6101 66.493
7 S-Glass Fiber 2.0871 66.502
8 E Glass 5.3349 66.528
Epoxy

Fig.12: Total deformation of Kevlar

Fig.8: Total deformation of E-glass epoxy

Fig.13: Equivalent stress for Kevlar

Fig.9: Equivalent stress for E-glass epoxy

Fig.14: Total deformation of S-glass

www.ijaers.com Page | 151

International Journal of Advanced Engineering Research and Science (IJAERS) [Vol-4, Issue-3, Mar- 2017]
https://dx.doi.org/10.22161/ijaers.4.3.23 ISSN: 2349-6495(P) | 2456-1908(O)
[4] Rajendran.I Vijayarangan S.,Design and Analysis of
a Composite Leaf SpringJournal of Institute of
Engineers, India ,vol.-8,2-2002
[5] Dakshraj Kothari,Rajendra Prasad Sahu and Rajesh
Satankar Comparison of Performance of Two Leaf
Spring Steels Used For Light Passenger Vehicle,
VSRD-MAP 2249-8303 Volume2 (1), 9-16, 2012.
[6] Mr. V. Lakshmi Narayana, Design and Analysis Of
Fig.15: Equivalent stress for S-glass Mono Composite Leaf Spring For Suspension in
Automobiles IJERT 2278-0181, Vol. 1 Issue 6,
XI. CONCLUSION August 2012.
As automobile world demands research of reducing weight [7] Shishay Amare Gebremeskel, Design, Simulation,
and increasing strength of products, composite material and Prototyping of Single Composite Leaf Spring for
should be up to the mark of satisfying these demands. As Light Weight Vehicle, Global Journals Inc. (USA)
leaf spring contributes considerable amount of weight to the 2249-4596, Volume 12 Issue 7, 21-30, 2012.
vehicle and needs to be strong enough, we introducing [8] Manas Patnaik, NarendraYadav, Study of a Parabolic
Kevlar material which is least in weight and bears more Leaf Spring by Finite Element Method & Design of
load with less deformation when compared to other Experiments , IJMER 2249- 6645, Vol.2, 1920-1922,
materials. July-Aug 2012.
The results of static analysis of both steel and composite leaf [9] Kumar Krishan, Aggarwal M.L, Computer Aided
springs like EN47, KEVLAR, S-Glass Epoxy & E-Glass Epoxy FEA Comparison of mono steel and mono GRP leaf
are discussed in this chapter. Thus by comparing the above spring, IJAERS 22498974, vol. 1 issue 2, pp. 155-
results we can say that Kevlar material is better than 158, jan- march 2012.
conventional steel, E-Glass/Epoxy, S-Glass Epoxy and the [10] Mr. V. K. Aher *, Mr. P. M. Sonawane , Static And
other composite materials. The total deformation and the Fatigue Analysis Of Multi Leaf Spring Used In The
Equivalent stresses for the Kevlar are shown in the table below. Suspension System Of LCV, (IJERA) 2248-9622 Vol.
2, Issue 4, pp.1786-1791, July-August 2012.
Table.7: Total Deformation and Equivalent Stresses at Variable [11] B. Raghu Kumar, R.VijayaPrakash and N. Ramesh,
Load Conditions Static analysis of mono leaf spring with different
S. Load, Total Equivalent composite materials JMER , 2141- 2383, Vol. 5(2),
No (N) Deformation,(mm) Stresses, pp.32-37, February 2013.
(MPa) [12] Y. N. V. Santhosh Kumar & M. Vimal Teja,Design
and Analysis of Composite Leaf Spring International
1 1000 1.6101 66.49
Journal of Mechanical and Industrial Engineering
2 2000 3.2202 132.99
(IJMIE), ISSN No. 2231 6477, Vol-2, Issue-1,pp. 97-
3 3000 4.8302 199.48
100, 2012.
4 4000 6.4403 265.97
[13] Deshmukh.et.al, Design and analysis of fibber
reinforced polymer (FRP) leaf spring-A review,
REFERENCES
International journal of engineering technology and
[1] M.Venkateshan , D.Helmen Devraj, design and
science, Vol.2(4), pp 289-291, 2011.
analysis of leaf spring in light vehicles, IJMER 2249-
[14] Pankaj Saini, Ashish Goel, Dushyant Kumar, Design
6645 Vol.2, Issue.1,pp.213-218, Jan-Feb 2012.
and analysis of composite leaf spring for light
[2] R.S.Khurmi and J.K.Gupta Machine Design chapter
vehicles, International journal of innovative research
23.
in science, engineering and technology, ISSI N0:2319-
[3] U. S. Ramakant & K. Sowjanya, Design and analysis
8753, Vol. 2, Issue 5, May 2013.
of automotive multi leaf springs using composite
material, IJMPERD 2249-6890 Vol. 3, Issue
1,pp.155-162, March 2013.

www.ijaers.com Page | 152